High speed train

ABSTRACT

A relatively low cost and economically operated high speed passenger transportation system wherein motive vehicles are coupled to provide transportation for large numbers of people. A powered main vehicle that may be one unit or more than one coupled unit is provided to travel between terminal stations and detachable passenger ferrying auxiliary vehicles are used to transport passengers and their baggage between the main vehicle and intermediate loading or unloading stations. Operation of the independently powered motive vehicles is coordinated through a computor system, sensing units on the vehicles provide signals for coupling control and specially constructed tracks and track switching insure safe operation even at very high speeds.

111] 3,728,974 1 51 Apr. 24, 1973 HIGH SPEED TRAIN [76] Inventor:Raymond Lashley, 920 South 4000 West, Syracuse, Utah [22] Filed: Aug.20, 1970 [21] Appl. No.: 65,630

[52] [1.8. CI. ..105/329, 105/238, 105/340, 214/516 [51] Int. Cl. ..B61d17/00 [58] Field 0E Search 104/23 PS, 88, 89, 104/130, 131, 123;105/340, 345, 238, 329; 186/] R; 244/137R 56] References Cited 7 UNITEDSTATES PATENTS Mayall ..105/340 Harbert lO4/123 Primary Examiner-GeraldM. Forlenza Assistant Examiner-D. W. Keen Att0rneyB. Deon Criddle [57]ABSTRACT A relatively low cost and economically operated high speedpassenger transportation system wherein motive vehicles are coupled toprovide transportation for large numbers of people. A powered mainvehicle that may be one unit or more than one coupled unit is providedto travel between terminal stations and detachable passenger ferryingauxiliary vehicles are used to transport passengers and their baggagebetween the main'vehicleand intermediate loading or unloading stations.Operation of the independently powered motive vehicles is coordinatedthrough a computor system, sensing units on the vehicles provide signalsfor coupling control and specially constructed tracks and trackswitching insure safe operation even at very high speeds.

2 Claims, 11 Drawing Figures 27 3 16 1 r Gb 1 n I I 22' o 1 g a ,3 23 23G 23 32 2 ,""1 506 T 30 2: o 2, i 2. f 27 27 so I 27 1 ,r/ :l I ,3 I, H60 .,J/ -60 25 13- 28 23 I 28 28 l PATENTEUAPR 24 I973 INVENTOR.

RAYMOND LASHLEY ATTORNEY PATENTEDAPR 24 1275 F l G INVENTOR. RAYMONDLASHLEY QMM ATTORNEY HIGH SPEED TRAIN BRIEF DESCRIPTION 1. Field of theInvention This invention relates to high speed, vehicle systems fortransporting masses of people between terminal stations and for pickingup and discharging passengers at intermediate stations located betweenthe terminal stations.

2. Prior Art Railway travel has for many years been on heavy, bulkytrains made up of huge engines and coupled cars running on ground leveltracks. These have been slow and entirely unsuitable for passengertravel in the present day and age. Various proposals for providingfaster trains have been made and the need for rapid mass transit, overthe ground, is well recognized. However, I am not aware of any proposedsystem incorporating the advantageousfeatures of my invention, wherebyvery rapid mass transit is obtained at relatively low cost and withmaximum passenger comfort.

SUMMARY OF THE INVENTION The principal object of this invention is toprovide a safe, high speed, tracked vehicle system for transportingmasses of people at very high speeds, i.e. 300 miles per hour or more.

Other objects are to provide a relatively low cost, but safe, high speedrail system utilizing a main vehicle traveling between terminal stationsand with auxiliary shuttle vehicles moving passengers to and fromintermediate stations and the main vehicle.

It is a further object of this invention to provide an auxiliary shuttlevehicle designed to overtake and dock with the main vehicle while it istraveling on rails at its normal speed and to provide a unique railswitching system whereby the shuttle vehicles can be translated from oneset of principal main rail tracks to transfer tracks and then to anotherset of main rail tracks safely, without a significant reduction in speedand without mechanical switching mechanisms for the tracks.

It is still another object of this invention to provide a main railvehicle designed to comfortably accommodate passengers and to providefor efficient and simple handling of passenger baggage and conveniences.

SUMMARY OF THE INVENTION Principal features of the invention include amain passenger and baggage carrying rail vehicle, independently poweredauxiliary shuttle vehicles adapted to couple to one another and to themain vehicle, a relatively low cost rail system embodying a reliable andmeals are provided as features of the main vehicle.

Other objects and features of the invention will become apparent fromthe following drawings, detailed description and claims.

THE DRAWINGS In the drawings:

FIG. 1 is a side elevation of a main vehicle and a shuttle vehicle ofthe invention in coupled relationship and on tracks of the invention andwith the switch section of the track shown fragmentarily in sideelevation;

FIG. 2, a front elevation view;

FIG. 3, a vertical section, taken on the line 3-3 of FIG. 1;

FIG. 4, a vertical section taken on the line 44 of FIG. 1 and drawn to asmaller scale;

FIG. 5, a view like FIG. 4, but with a shuttle vehicle shown in outlineform on the principal main tracks of the switch section and with theswitch wheels of the shuttle vehicle retracted;

FIG. 6, a view like FIG. 5, but with the switch wheels extended andriding on transfer rails;

FIG. 7, a view like FIG. 6, but showing the main wheels of the shuttlevehicle traveling on the shuttle tracks and with the switch section ofthe track shown as a vertical section, taken on the line 77 of FIG. 1;

FIG. 8, an enlarged fragmentary schematic view of the baggagecompartments of coupled main and shuttle vehicles and showing thebaggage handling conveyors therein;

FIG. 9, avertical section through the baggage compartment, taken on theline 99 of FIG. 8;

FIG. 10, an even larger view taken on the line 10- 10 of FIG. 8; and

FIG. 11, a schematic diagram of a typical boarding station area,including principal main tracks, transfer tracks and other main tracks,and main and shuttle vehicles.

DETAILED DESCRIPTION Referring now to the drawings:

As best seen in FIG. 1, the train of the inventionincludes a mainvehicle 20 and one or more auxiliary or shuttle vehicles 21, only one ofwhich is shown coupled behind the main vehicle 20. The train rides uponan elevated trackway 22 made up of spaced rails 22a and 22b. Thevehicles are suspended between the rails 22a and 22b by sets of wheels23 that are journaled on drive shafts extending outboard of thevehicles. The wheels 23 are journaled above the centers of gravity ofthe vehicles so that the bulk of the weight of each vehicle is below therails, thereby increasing train stability, even at speeds in excess of300 miles per hour. The stability is further increased by thestreamlined aerodynamic design of the vehicles themselves. The vehiclesare of standard aircraft-type construction and include'a stronglightweight skin 24 stretched over a supporting frame. An engine 25 anddrive connections therefor to the wheels 23, including transmissions,are provided in a compartment 26 above the passenger compartment. Theengine and transmissions are conventional and therefore are notdescribed in detail herein.

Rails-22a and 22b are wider apart than the gauge of conventionalrailroads and are supported by arches 27. The ends of the arches arebolted to concrete piers or footings 28. As best seen in FIGS. 2 and 3,to minimize the problem of thermal expansion, the rails are eachconstructed of laminations 22c, 22d and 22e of thermally compensatingmaterials. The laminations are placed on edge and are sandwichedtogether so that the tendency of the outer laminations 22c and 22a toexpand or contract longitudinally will be countered by an oppositereaction on the part of the inner lamination 22d. Naturally, more orfewer laminations may be used, depending upon the characteristics of thematerials employed. Longitudinal expansion can be further compensated byconstructing lengths of track such that staggered gaps are providedbetween the end con nected laminations, thereby insuring at least twocontinuous laminations at each point where there is a gap, or byconstructing the lengths of track with end to end sections ofcompensating materials.

Each main vehicle and each shuttle vehicle is selfcontained, with itsown conventional power source and conventional communication and controlsystems, and the vehicles can be coupled to provide any desiredpassenger capacity. Provisions are made for the control system offollowing vehicles to be overridden by the computerized control centerof the leading main vehicle in a train when the distance betweenvehicles reaches a predetermined interval, so that the control centerfor the main vehicle serves as the control center for the train, evenbefore the vehicles are actually coupled together. It is thus possibleto adjust the speeds of the vehicles to insure safe coupling anduncoupling as will be hereinafter more fully disclosed. While a singlemain unit vehicle is here described and illustrated, it should beapparent that if the passenger load is sufficient to warrant, more thanone such unit can be coupled together to operate in unison as a mainvehicle.

Either the auxiliary vehicles 21, which are used to transport passengersto and from intermediate stations S (described further hereafter) to themain vehicle, or the main vehicle itself, will be equipped with sensingequipment which may include collapsible probes and electrical circuitsactuated thereby to meter the last short distance between the vehiclesas they are coupled using conventional coupling equipment. The signalgenerated by the circuit of the probe will be fed into the controlcenter of the main vehicle and is used in adjusting the speed of theauxiliary vehicle to insure smooth coupling.

Because of the rapid speeds at which the train travels, conventionalrailroad track switching systems would be unsafe, even if they could beused with the elevated tracks shown. Thus, a switching system involvingtransfer rails and extra wheels on the vehicles is used. As best seen inFIGS. 1 and 4, the pair of transfer rails 30 are of the same gauge asthe main rails 22a and 22b and are of the same laminated construction.The take off ends 30a of the transfer rails are spaced above theprincipal main rails 22a and 22b so that the wheels 23 of a main orshuttle vehicle running on the rails 22a and 22b can readily pass underthe take off ends. However, if switching is desired, it is accomplishedby expelling sets of switching wheels 33 from their position closeagainst the side of the vehicle to an extended position wherein theywill engage and run on the switching rails (FIGS. 4 and 5). As thewheels 33 travel further onto the upwardly inclined transfer rails, thewheels 23 lift off rails 22a and 22b and the train is guided upwardlyaway from the principal main tracks 22a and 22b. The transfer fromprincipal main tracks to transfer tracks is thus made without thenecessity for breaks in the rail surface. After the vehicle is clear ofthe principal main tracks the transfer rails can, if

desired, curve laterally away from the main tracks. The wheels 23 canagain move onto another set of main rails 22 and the switching wheels,after being disengaged from the switching rails, can be retracted. Sincethere is no switching of tracks, as with conventional tracks systemsthere is no danger of accidents due to incomplete or faulty switching.As shown, the switching wheels are journalled on the ends of axle shafts35, the other ends of which have a piston 36 thereon. The pistons 36 arein a cylinder 37 and actuation of valves 38 by the vehicle operator willmove fluid into the cylinder 37 to expel the axle shafts and wheels 33.Operation of valves 39 will retract the pistons while expelling thefluid that expelled them. As shown, the wheels 33 are not powered andthe momentum of the vehicle is relied upon to move them from theprincipal main tracks, along the transfer rails, and onto the next setof main rails where powered wheels 23 will again be operated to powerthe train. a

The vehicles are all constructed in the same manner, using structuraltechniques presently employed by the aircraft industry in theconstruction of high speed aircraft. Thus, the lightweight high strengthskin 24 is stretched tautly over an interior framework and the, interiorframework is then decoratively covered on the inside to provide anattractive passenger area. This structure and the techniques thereof arewell known and therefore, they are not shown in detail herein. Space isprovided in the passenger compartment to accommodate passenger seatingalong two aisles. As best shown in FIG. 3, a bank of four adjacent seats40 are preferably provided in the center of the compartment, with anaisle on each side of this center bank of seats and two more alignedseats 41 at the opposite side of each aisle. Thus eight passengers areaccommodated in each row of seats. As best seen in FIG. 3, above, thecenter row of seats, extending longitudinally of the passengercompartment, and secured to the top of the vehicle, there are rows oflockers 42, FIG. 3. Thus, when a passenger boards the vehicle his carryon baggage is placed in the locker corresponding to his seat number andis stored out of the way. Although not shown, closets can be provided atthe ends of each row of seats, in the same manner as they are providedin commercial passengeraircraft to secure hanging garments.

An endless conveyor means 43 is spaced at the bottom of and justoutwardly of the lockers so that food can be moved thereon from acentral kitchen area within the vehicle (not shown) to the vicinity ofeach seat.

Beneath the floor 45 on which the seats are mounted there is provided abaggage storage compartment 46 for storage of larger items of baggageand the like and for storage of some items of freight. Referringparticularly to FIG. 8,'it can be seen that spaced support brackets 50are attached to the roof of the storage area 46. A large sprocket 52 isrotatably supported by each bracket 50 and an endless conveyor chain 53is trained about the sprockets 52. Hooks 54 are attached to spaced onesof the chain links and the working run of the conveyor chain is guidedand supported on a beam 55, the ends of which are secured by bolts orother suitable anchoring means, not shown, to the vehicle interiorframe. As a passenger with baggage walks up the stairway 60 of eitherthe auxiliary or shuttle vehicles, F IG. 1, he hands his baggage to abaggage attendant who places it in a compartmented capsule 61 hung bythe hooks 54 on the endless conveyor chain 53. The baggage is labledaccording to its destination. When the shuttle vehicle connects with themain vehicle the attendant in the shuttle vehicle transfers the capsulescontaining baggage to the main vehicle. The capsule containing thebaggage is returned to a shuttle vehicle when the passenger boards itpreparatory to leaving the train and the baggage is unloaded therefromand from the shuttle vehicle when the passenger has arrived at hisdischarge station.

Referring now to FIG. 11, in operation a two unit main vehicle forms atrain that travels very fast, ie at speeds in excess of 300 miles perhour, for example, non-stop, as it leaves a terminal station A, headingfor a terminal station B. At station A, passengers bound for station Bor any intermediate station therebetween, are allowed to board.Intermediate loading and unloading stations S are located at spacedintervals between the stations A and B. As the train approaches thefirst intermediate station, passengers planning to leave the train atthat intermediate station move onto the shuttle vehicle and, as has beennoted, their baggage is also transferred to a shuttle vehicle. Beforethe train reaches the transfer tracks leading into the intermediatestation the shuttle vehicle slows slightly and disengages from the mainvehicle, its transfer wheels 33 are extended and it engages and travelson the transfer tracks 30. The transfer tracks angle upwardly from themain tracks at b and the shuttle car coasts on the transfer tracks untilit is entirely clear of the main tracks it left. The wheels 23 thenengage and run on a new main track 22' leading into and out of theintermediate station. At the same time, another shuttle vehicle 21 whichhas been loaded at the intermediate station is moving out on main tracks22' leading from the intermediate station. From there, it moves ontotransfer tracks 30 before moving onto the main tracks 22 on which themain vehicle is traveling. This shuttle vehicle will move onto the mainline behind the main vehicle and then will accelerate to a speed suchthat it can catch up and couple.

Once the shuttle vehicle 21 has coupled to the main vehicle 20 thepassengers therein, unless they are planning to get off at the nextintermediate station, will move into the main vehicle and their baggagewill be moved with them. Those passengers planning to leave the train atthe next intermediate station will then move back into the shuttlevehicle, their baggage will be transferred and the process will berepeated. A similar process takes place for the entire run of the train,with the main vehicle stopping only at the terminal stations.

Each vehicle is independently powered by conventional power sources andmay have center wheels 65 located at the top of each vehicle and adaptedto travel within channeled guideways 66, supported by the arches 27 onwhich the tracks are mounted. The guideways and center wheels hold thetrain on the track and prevent excessive lateral sway as it travels athigh rates of speed.

Each vehicle is in radio communication with each other vehicle and withthe various stations. Each vehicle has an operator to control its 0eration but the operation can also be by radio contro and, ashas beenpreviously noted, the manual operation can be overridden during.coupling and disconnect operations by signals provided from a centralcontroller in the main vehicle.

The arches 27 can be of identical construction and only the footings 28for the arches must be designed to provide the proper elevation at whichthe arches are mounted. Thus it is a relatively simple matter to obtainsafe curves and gradients for the rapid travel and the cost ofinstalling the tracks is kept to a minimum.

To insure passenger safety, a drone vehicle, completely remotelyoperated may be travelled on the tracks ahead of the main vehicle. Thusany equipment failures will be detected by the drone vehicle (not shown)and will be telemetered to the main vehicle in time to allow it to besafely stopped.

Although a preferred embodiment of my invention has been hereindescribed, it is to be understood that the present disclosure is made byway of example and that variations are possible without departing fromthe scope of the hereinafter claimed subject matter, which subjectmatter I regard as my invention.

I claim:

1. A railway vehicle comprising a streamlined body having an innercompartment;

a partition member dividing the inner compartment into an upperpassenger section and a lower baggage section;

an entranceway to the inner compartment that provides common access toboth the upper passenger section and the lower baggage section;

an endless conveyor in the baggage section, said conveyor extending to alocation adjacent to the entranceway;

capsule means releasably carried by said conveyor means to hold baggageand freight placed therein and storage means in the baggage section forreceiving said capsule means and the baggage and freight therein; and

wheel means fixed to the body to support said body on tracks providedtherefor.

2. A railway vehicle as in claim 1, wherein the endless chain hassuspended hooks provided therealong; and

the capsule means includes means to releasably engage said hooks.

1. A railway vehicle comprising a streamlined body having an innercompartment; a partition member dividing the inner compartment into anupper passenger section and a lower baggage section; an entranceway tothe inner compartment that provides common access to both the upperpassenger section and the lower baggage section; an endless conveyor inthe baggage section, said conveyor extending to a location adjacent tothe entranceway; capsule means releasably carried by said conveyor meansto hold baggage and freight placed therein and storage means in thebaggage section for receiving said capsule means and the baggage andfreight therein; and wheel means fixed to the body to support said bodyon tracks provided therefor.
 2. A railway vehicle as in claim 1, whereinthe endless chain has suspended hooks provided therealoNg; and thecapsule means includes means to releasably engage said hooks.